Automatic train-control system



sept. 9, 1930.

A. M. coNTl AUTOMATIC TRAIN CONTROL SYSTEM l -Filed May 19, 1927 `2 Sheets-Sheet l ATTORNEY Sept. 9, 1930.

A. M. cN-rl Filed May 19, 1927 AUTOMATIC TRAIN CONTROL SYSTEM 2 Sheets-Sheet 2 NVENTOR BY I ATTORNEY Patented Sept. 9, 193()Y i ANTONIO M. CONTI, OF YONKERS, NEW YORK AUTOMATIC TRAINLOONTROL SYSTEM Applica/nim md May i9,

" This inventionielates to improvements in safety systems for control of trains wherein one train isA automatically controlled by the inovementorV position of another train, and

`fermore'particularly with reference to some of its details, the invention `relates to improve* ments in such safety systems which ,are applicable to control of trains'in toy railway systems.l V

It' is a general object of the invention to provide animproved control `system of the classmentioned which is simple in construction and operation and inexpensive in manuthe controlof toy apparatus.

`facturing costs, being especially adapted to A further objectof the inventionY is to provide an improved automatic system for co`n i trolling the `operation of trainsv wherein, by

utilizing asiinple and elfectivearrangement` one train is automatically controlled in its movement by another train so as to avoid collisions between the two trains.

` A further `object of the invention is to pro- -vide an improved automatic block system for controlling operation of trains whereimby utilizing a simpleand effective arrangement,

one train'inone block isrenabledto exert a i restiaiiiing control over the'moveinents of a train in another block, orto entirely stop the progress ofthe second train when it arrives 'in proximity to the Vblockocciipied by the` iirsttrain.A A ,Y i Still another object of'theinvention is to provide an improved automatic electrically j operated ibloclrsystem forjfthe control fofN tlierein. L y f p Another object of the invention isftopro- Y vide an improved signal system cooperating trains, wherein a train in one block is: en-

l abled to 1control the'power supply ofA another i block to cause a traiii'therein to proceed at" a rediiced speed, and also to disconnect the' powerfsupply from a 'third blockso as to Stop the Progress 0f my tliilfl tliatlniay lbe l i through a mechanism associatedin a novel manner with the train controlmechanism l `whereby a train in one block may cause the' subjected to automatic train control. u f rnother ohJect is to provide improved 1`n"- display of a warning signal in'anotlier blockY 1927. seriai No. 192,515.

ter-locking electro-magnetic control 'nieclianisms for effecting automatic train `control `and signaldisplay in one bloclfby a train in another block. i i c i Y Other objects will be in `part pointed out in connection with the `following detailed description of aniillustrative'but preferredV embodiment of the invention, and Will bein part'obvious in connection therewith. Y

Fora more! complete understandingof the -nature and objects of theinvention, reference is had to the following detailed descrip- --tion ofthe preferred embodiment, andfto the accompanying drawings, in which z if F 1g. l is a diagrammaticview of Aa block system embodying the invention, and

Figs. 2, 3, and Zlare diagrammaticviews of'one ofthe power andsignal.controlling i units, the operative elements being shownin different positions inthe dierentviews.` Q Referringto the drawings for. a detailed .description Aof theeinbodiment of the invensV tionV there shown, a section of track foratoy Y orsimilar railwaytrain .isvvshown' invFig. l, A including a continuous metallic trackr'ailjl() and spaced therefrom, a sectional Vmetallic traclcrail 11; Thetrack is divided intoal 1 plurality of sections or blocks rindicated in the drawing as blocks A, 'B,.G, `D and E, and

there maybe as many of theseblocls as desired. Also the blocks may bearraiiged in manners different from that shown in the drawing; for examplefoiie Orniore` of the blocks mayV he represented Thy across-over "or cross-tracks, or bya'switchwhere one track` joins another track. i l Y' The track frail ll is made'up of a plurality Of sections 11A, 11B,` etc.,j positionedinth'e re- ;spective blocks, and insulated from each pother," each section` preferably being coeX- `tensii'fe with the block in. whichit isllocated.l

il A sectional third rail or conductor `12 is also provided, being `made Vup cfa plurality i of sections12A,l2B, etc., insulated'from each other, and eaclifbeing `coeXtensive` with its vrespectiveblock. This conductor Orthird rail may be positioned adjacent Vto the track rails 10 andll between the latter, or it'lmay be positioned in someother convenient position `for contacting with a collectorshoe or trolley carried by a train. Both track rails and 11, and the third rail 12, are adapted to carry electric current, and therefore are preferably insulated from the ground. Train T1 is diagrammatically represented as positioned in block B and a similar train 'f2 is shown in block E, the direction of movement being indicated by the arrows.

It will be understood that each train or locomotive T1, T2, carries a contact shoe, or similar contact or trolley, which slidably engages with the third rail for collecting power therefrom. A power supply conductor or bus bar 13 leads from a source ofpower P, and another similar conductor 14 leads from said source to t-he rail 10, to which it is electrically connected.

The conductor 13 may extend along the track and supplies propelling energy through branch power circuits to each of the blocks of the system, and also supplies energy to certain power controlling apparatus through branch power controlling circuits.

As shown in Fig. 1, the third rail conductor 12B is energized for supplying train propelling energy to the train in block B through the branchpower circuit including the conductor 15B electrically connected to rail section 12B, contact 16B, conductor 17B, contact 18B, and conductor 19B connected to the bus bar 13. It will be clear also that the other blocks are supplied with train propelling energy by similar power circuits including a similar arrangement of conductors and contacts which, for convenience, are similarly designated in the different blocks by the same reference numerals with characteristic indices. i

The power control mechanisms are similar for each of the blocks. This control mechanism for block C, for example, includes the electro-magnets, or solenoids 2()C and 21C. The power controlling circuit for solenoid 20C includes the conductor 22C electrically connected to track rail section 11B, and conductors 23C, 24C and 19C, the latter being connected to the bus bar 13. The power controlling circuit for solenoid 21C includes conductor 22B connected to track rail section 11A, conductors 25C, 26C and 19C. contacts 16C are connected to solenoid 20C so as to be opened when the solenoid is energized and to be closed when the solenoid is de-energized. These contacts will be moved to closed position by a biasing mechanism, either by a spring or by gravity, as more fully dis- Similarly the power circuit contacts 18C are connected for operation by the solenoid 21C in the same manner.

Resistance units 27 B, 27 C, etc., are connected across the respective contacts 18B, 18C, etc., whereby they will be thrown into the power supply circuits whenever the controlling solenoids 21B, 21C, etc., are energized, thus reducing the energy which will be supplied to pro- The power circuit pel a train in a block thus affected, and causing train to proceed at a reduced speed.

The arrangement of the power supply circuit and also the arrangement for the power controlling circuit are the same in each block, and the arrangement for all of the blocks will be understood from the foregoing detailed description in connection with the description of the operation of the system given below.

Referring to Figs. 2, 3, and 4, the parts shown therein corresponding to those shown in Fig. 1 are designated by the same reference to numerals, with the index letter omitted. rlhese views show diiferent operative positions of one of the power and signal controlling units such as may be utilized in each block of the system. The power circuit controlling apparatus including the solenoids 20, 21, contacts 16, 1S, resistance unit 27, and accessory parts, together with the signal mechanism presently to be described, may be mounted togetherin an appropriate frame or casing forming a unit which may be installed in the block and connected up thereto as described. Binding posts or terminals 28 may be employed upon each control unit, to which short conductors lead from the solenoids and contacts; these terminals serve to connect the unit operatively in the system. An additional pair of terminals 29 may be employed for supplying energy to light a signal lamp used in connection with the semaphores, or for the connection of other control apparatus.

rlhe solenoids 20, 21 are provided with cores 30 and 31, respectively, to which signal and Contact operating links or rods 32 and 33 are respectively connected. The operating rod 32 is connected to a movable contact block 34, positioned adjacent to the lixed contacts 16 and the operating rod 33 is similarly connected to a movable contact block 35 positioned adjacent to the lifted contacts 13. These Contact blocks may be constructed or faced Ywith carbon in order to reduce arcing and are biased to close the contacts either by gravity through the semaphore mechanism, or otherwise.

Signals such, for example, as semaphores 36, 37 are preferably mounted in combinationV with each controlling unit and may be pivoted as at 38 to a standard or tubular column (not shown) carriedby the unit and rising thereabove. The semaphore arm 36 preferably carries a red glass window 39 and a green glass window 40, and the arm 37 may carry an orange glass window 41 and a green glass window 42. A lamp may be positioned adjacent each semaphore'arm, so as to illuminate the green windows when the arms are inclined downwardly, as in Fig. 2, and to display red and orange lights respectively when the arms are positioned horizontally, as in Fig. 3. The solenoid link'32 is yconnected to or forms an extension of a signal llO operating rod 43 operatively connectedto o "the semaphore arni 36, and solenoid link'33 similarly forms an extension of an operating rod 44 connected to the-'semaphore arni 37 ,'whereby'thearmsjare operated to assunie horizontal `position when'the solenoids are energized. The signal loperating rods 43 and `44`are Vpreferably positionednear to each otherso as to he housed in a tubular standard or the like and an interlocking connection is provided'yhetween these operating rods. in

the einhodinient' shown thisinterlocking connection is represented hy the lug 45 attached to the rod1 43 and extending in position to engage with an offset part 4o, forming a lug `upon the rod 44. lt will thus be seen, referring to Fig. 2, that downward `inoveinent of the rod 43 caused hy energizing the solenoid 20, will canse simultaneous downward move- :inent of the operating rod 44, nioving both v semaphore arnis linto horizontal position,

`wherea`s energizing the `solenoid 2l will nieve the semaphore -a'rni 37 toliorizontal position without infecting the position of ar1n'36.,v llt will he understood that the semaphore "arni 1 36 is the danger signal arin, and that the arln 37 is the caution sional arni. i

n.'lhenature `and objects of the invention having been stated, and an illustrative enihodinient 'of theinventionhaving been set forth in detail, the operation vof the improved mechanism will nowihe clear to those Skilled-` "intheart i i.

Assumino` a traintofbe in the block B of l 1. l l the track, as indicated `diagranimatieally at T1 inllig. l, electric will he conducted from the source P to the train to furnishprofpelling powcrthereto Vthrough theV lfollow- Q ing circuit: feed wire 14,'track rail 10, locomotive or train wheels L T1, through the inotors'of the locomotive and the third rail shoe j tothird rail section'lQB, conductor 15B, contacts 1GB, conductor i conductor 19B 'to bus bar 13.' lt assuined also thatat this time there is n o trainer other vehicle in blockA and thehlock innnediately f preceding hlock A and therefore the solenoids 20B `and 21B will he cle-energized and con` B, ycontacts 13B, and

tacts 16B and 18B consequently closed. The motors `of the train or locomotive T1" will o therefore receive energy `at full" voltage, and

thetrainwill pifoceed'at full speed in hlock B. Then the train is in block B, as assumed, the control solenoid 20C of block C is main? `tained energized through the following cir-` fcuit :"conductor 14,"track rail l0, locomotive" wheels T1,`tra`ck rail section 11B, conductors 22C, 23C, solenoid 20C, and conductors 24C,

19C, to hns har 19; Thisenergization .of solenoid 20G opens the contacts 16C, thus'hreak-V ing the `power supply circuit to the block Propeiling energy-will therefore he cntoff from any `train `thatfnnay he at thattiine hlockG, snd'thistrain will, therefore, conne` to restin4 block So long as 'a train remains' `lision with a" train in'block 'BL freni block C, thus preventing a Energizationrof the solenoid-:2OC sets `the corresponding semaphore arm 36 in horizon tal position, and also sets arni 37 in horizontal Y position through the interlocking connection `this displays adanger signal in block C.

At this time solenoid 21"` isde-ene'rgized un-V less a train chances to he in block A. Itwill he understood that the block C just referred to inay he` positioned adjacent vto `block B where thetrain is located, tor it Inay heiposi-4 tioned elsewhere at the rearof blockB, or Vit `may be an intersecting track or a switch of a joining track.

Assuming the train T1 to he still in block B, Vas above, the solenoid 21Diwill be energized through the following circuit conduc- Y tor 14, track rail l0, locomotive wheels, track A rail section 11B, conductcrsQQC, 25D, solenoid 21D, and conductor 19D, thereby opening` the contacts 18D and thus introducing the resistance 27D into series with the power supply circuit of `lolock D; A train in hlockD will, i

therefore, receiye energy at a decreased Voltage, and will proceed at a reduced speed. The semaphore arm 37 in block D'willthen be set into horizontal position, displaying `the orange cautionary signal in block D, `but the `arin 36 will not, at this time,\he moved from -its .downwardly inclined position, since block C is assumed to be clearand solenoid -QODiis Cle-energized d Assuming both blocks C and D to loe clear, block will he fullyenergized, since both solenoids 20Eyand 21E will he de-energized,

upon the power supply willhe discontinued vand `the train will stop.V 'The train willre-V inain stopped in block C until train T1 'clears the block YB, whereupon train T2 will again proceed at reduced-speed. "i/Vhenever a train is proceeding in any block at-the reduced speed, the caution signalwill he displayed in Y that hlock,.and when the train is stopped, due `to"discontinuance of its power supply, in any-- lolock,the danger signal will he displayedfin Since certain changes maybe inade in the alcove` construction," and differentv veinhodi inents ofthefinvention could be made with! out departing `frorn the scopegthereofg-it is `intended that allrnatter .contained inthe above description or shown in the accompany! i [ingy drawing, shall he interpreted asillustrative and not in a "limiting sense. Y

inihlock `B'thepowersupplywilllhellcut olf rear end colV ver.

It is also to be understood that the following claims are intended to cover all of the generic and specific features of the invention herein described, and all statements of the scope of the invention which, as a matter of language, might be said to tall therebetween.

Having described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In an automatic train control system, in combination, a track divided into separate blocks or sections, power conductors insulated from each other for delivering energy to a train in different sections of said track, mechanism controlled automatically by a train in one track section to deliver a decreased amount o power to a second track section spaced at least one section from that containing` the controlling train so as to automatically operate a train th-erein at a reduced rate of speed, and mechanism controlled automatically by a train in said one track section to cut oil the power from a third track section positioned adjacent to the section containing the controlling train so as to prevent a train in said third section from receiving propelling energy.

2. In an automatic train control system, in combination, a track, power conductors insulated from each other for delivering energy to a train in different sections of said track, mechanism controlled automatically by a train in one track section to deliver a decreased amount of power to a second track section so as to automatically operate a train therein at a reduced rate of speed, mechanism controlled automatically by a train in said one section to cut oil the power 'from a third section so as to prevent a traimtherein 'trom receiving propelling energy, signal mechanism operated by one o said automatically controlled mechanisms for simultaneously displaying a caution signal in said second track section, and signal mechanism operated by another of said automatically controlled mechanisms for simultaneously displaying a danger signal in said third track section. l

3. In an automatic train control system, in combination, a track divided into a plurality ot' sections or blocks, each block including a plurality of block conductorsinsulated from each other and from the other corresponding conductors of the other blocks, a power supply circuit for supplying propelling'energy to a train in one block and including one of the insulated conductors thereof, a power control circuit for a second hlock connected in parallel with said power circuit and including another insulated conductor of said one block, a power circuit for said second block, a resistance adapted to be introduced into said second power circuit and an electro-magnetic circuit controlling mechanism in said power-controlling circuit automatically controlled by a train in said one block to introduce said resistance into said second power circuit.

4. In an automatic train control system, in combination, a track divided into a plurality ot' sections or blocks, each block including a plurality or' block conductors insulated from each other and from the corresponding conductors of the other blocks, a power supply circuit or supplying propelling energy to a train in one block and including one of the insulated conductors thereof, a power control circuit for a second block connected in parallel with said power circuit and including another insulated conductor of said one block, a power circuit for said second block, a resistance adapted to be introduced into said second power circuit, an electromagnetic circuit controlling mechanism in said power controlling circuit automatically controlled by a train in said one block to introduce said resistance into said second power circuit, a power circuit and a controlling circuit theretor for a third block positioned adjacent to the said one block containing said controlling train, and an electro-magnetic circuit controlling mechanism in said last mentioned controlling circuit automatically controlled by a train in said one block to disconnect the power supply from a train in said third block.

5. In an automatic train control system, in combination, a track divided into a plurality of sections or blocks, each block including a conducting rail section insulated from the other rail sections, and a conducting third rail section insulated from the other third rail sections, a power supply circuit for supplying train propelling energy to each of said blocks, and including one of said insulated conducting rails therein, and a power controlling circuit for each of said blocks connected in parallel with the respective power circuits thereof and including the other said insulated rail section respectively of each of said blocks.

6. in an automatic train control system, in combination, a track divided into a pluiality oi? sections or blocks, each block in- :luding a block conductor insulated from the other block conductors, andv a second block conductor insulated from the other second block conductors, a power supply circuit for supplying train propelling energy to each oi said blocks, and including one of said insulated block conductors therein, a power controlling circuit including parallel branches for each of a plurality of said blocks including the other said insulated block conductor respectirely of each of said blocks, and an el tro-magnetic circuit controlling mechanisn'l in cach of the parallel branches ot each ot said controlling circuits automatically controlled by a train in one block to control l in combination, a plurality ofbloclrs, a power` Y supply circuit Vfor each g bloclr,` resistancesV powersupply toa plurality of other blocks.

` In an automatic train control system, in combination, `a track divided into a pluralityV oi' sections or blocks,each block including` a block conductor insulated from the other block conductors and a second block 'conductor insulated from the other second block conductors, a power supply circuit for supplying train propelling energy to each of said blocks, and `including one ot said insulated block conductors therein, and a power controlling circuit includingparallel branches for each of a plurality of said blocks including the other said insulated block conductor respectively of each of said blocks, a resistance connected so as to be introduced into one of said power circuits, and an electro-` magnetic circuit controlling mechanism con? nected in each of the parallel branches in each of said controlling circuitsV automatically controlled by a train in one block to disconnect the power from a second block and to introduce said resistance into the power supply circuit to a third block.

8. In an automatic train control system,

adapted to be connected in series respectively with said power circuits, anda control circuit for the power supply circuit of each of said blocks respectively under automatic control by a train in .each respective block to open saidrpower supply circuit for one block V and to introduce certain of said resistances in the power circuit of another block.

9. In an automatic train control systennin combination, a plurality of blocks, a power supply circuit for each block, two power control circuits for each power supply circuit, an electro-magnetic power circuit controlling device in each of said power `controlling circuits, a signal connected to each of said electro-magnetic controlling devices for operation thereby, and means for simultaneously operating a plurality of said signals by energization of only one of said electro-magnetic controlling devices;

10. Inan automatic train control system, in combination, a plurality of blocks,`;a power supply circuit for each block supplying train propelling power thereto, a power control cir-` cuit for each power supply circuit, an electromagnetic power` circuit controlling device in each of a plurality of said power controlling circuits, a signal connected to each of said electro-magnetic controlling devices for operation thereby and inter-locking operating connections between a plurality of said elecf tro-magneticcontrolling devices to effect control of a plurality 0fy said signals by energizing one `only of said electro-magnetic devices. n v

11. In an automatic train control system, in

, combination, a plurality of blocks, a power J supply circuit for each block supplying train propelling power thereto, a power control circuit tor each power circuit, an electro-magnetic power circuit controlling device in each of a plurality of said power controlling circuits, a signal connected to each of said electro-magnetic controlling devices for operation thereby, and inter-locking operating. connections between a plurality of said electro-magnetic controlling devices to control one only of said signals when one of said electro-magnetic devices is energized but to effect control of a plurality of said signals when another electro-magnetic device is energized.

12. In an automatic train control system,

`block from that containing the controlling vehicle, and means simultaneously controlled by said lirst mentioned vehicle to discontinue operation `of a vehicle in a block adj a- Y cent to that containing the controlling vehicle. i

In `testimony whereof I affix my signature.

ANTONIO M. CONTI. 'Y 

